EP0162287B1 - Fuel injection pump for internal combustion engines - Google Patents

Fuel injection pump for internal combustion engines Download PDF

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Publication number
EP0162287B1
EP0162287B1 EP85104654A EP85104654A EP0162287B1 EP 0162287 B1 EP0162287 B1 EP 0162287B1 EP 85104654 A EP85104654 A EP 85104654A EP 85104654 A EP85104654 A EP 85104654A EP 0162287 B1 EP0162287 B1 EP 0162287B1
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EP
European Patent Office
Prior art keywords
lever
fuel injection
spring
injection pump
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP85104654A
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German (de)
French (fr)
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EP0162287A2 (en
EP0162287A3 (en
Inventor
Wolfgang Braun
Karl Konrath
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0162287A2 publication Critical patent/EP0162287A2/en
Publication of EP0162287A3 publication Critical patent/EP0162287A3/en
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Publication of EP0162287B1 publication Critical patent/EP0162287B1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/16—Adjustment of injection timing
    • F02D1/18—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse
    • F02D1/183—Adjustment of injection timing with non-mechanical means for transmitting control impulse; with amplification of control impulse hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/128—Varying injection timing by angular adjustment of the face-cam or the rollers support

Definitions

  • the invention is based on a fuel injection pump according to the preamble of the main claim.
  • the pressure which loads the movable wall in the sense of a reset is controlled with the aid of a pressure limiting valve on the one hand and with the aid of an electromagnetically actuated switching valve on the other hand.
  • the solenoid-operated switching valve is controlled by a control device as a function of several operating parameters such that it is closed during a cold start and in the warm-up phase.
  • the fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that the spray adjustment is carried out in a simple manner by hydraulic means, without essential mechanical interventions in the drive mechanism of the fuel injection pump are necessary and at the same time a means is given in a simple manner Way to increase the idle speed to produce good idle behavior in the warm-up phase.
  • the measure specified in claim 4 characterizes an advantageous further development and improvement of the solution specified in the main claim.
  • This has the advantage that the idle speed increase to be brought about with the aid of the modified preload of the idle spring can be carried out with only slight forces.
  • the forces to be overcome are only slight here.
  • the forces of a return spring act on the adjusting lever and, on the other hand, the friction of the linkage between the accelerator pedal and the adjusting lever, which may be very complex, acts.
  • FIG. 1 shows a first exemplary embodiment
  • FIG 2 shows a graphical representation of the adjustment path of the injection start control device achieved with the device according to the invention over the speed.
  • a pump piston 3 operates in a cylinder bore 2, which is held on a stimulating cam disk 6 at its end which projects in a fuel-filled suction chamber 4 in the housing 1 of the fuel injection pump by a spring 5 which is supported on the housing.
  • the stimulating cam disk is set in rotary motion by a drive shaft 8 via a clutch 9 and runs over rollers 10 of a roller ring 11, as a result of which the pump piston is set in a reciprocating, pumping and at the same time rotating motion.
  • the pump piston In the cylinder bore 2, the pump piston includes a working space 12 on the end side, which can be connected to the pump suction chamber via a longitudinal bore 14 extending from the end side of the pump piston and a transverse bore 15 located in the region of the part of the pump piston constantly immersed in the suction chamber.
  • the opening of the transverse bore 15 in the suction chamber is controlled by a ring slide 16, the axial position of which is set by a controller 17.
  • the pump piston has suction grooves 18 which alternately come into contact with suction bores 19 during its rotation and serve to fill the pump work space with fuel.
  • a connection to a distribution groove 21 on the outer surface of the pump piston continues from the longitudinal bore 14.
  • the distribution pattern is successively connected to one of several injection lines 22 extending from the cylinder bore 2. These lead via a check valve 23, optionally designed as a relief valve, to an injection valve 24 on the internal combustion engine.
  • the moment at which the delivery stroke of the pump piston begins depends on the relative position of the roller ring 11, which is rotatably mounted in the housing 1 and is adjustable by means of an injection adjuster piston 25. In this way, the start of the stroke of the stimulus cam 6 is adjusted in relation to a specific angle of rotation of the drive shaft 8.
  • the injection adjuster piston is coupled to the cam ring 11 via a bolt 26 and is displaceable in a cylinder 27.
  • the injection adjuster piston On one side of the closed cylinder, the injection adjuster piston includes a working chamber 28, which is connected to the suction chamber 4 via a throttle 29.
  • the injection adjuster piston with working space 28 has been drawn out again separately in a schematic diagram. This part of the drawing also shows the courses of the hydraulic lines, which will be described below.
  • a return spring 30 engages, against which the injection adjuster piston is moved as the pressure in the suction chamber rises.
  • the suction chamber 4 is supplied with fuel from a fuel reservoir 33 by a feed pump 32, which is also driven by the drive shaft 8.
  • a pressure control valve 35 is provided, which consists of a movable wall, here a piston 36, the end face 39 of which encloses a working chamber 38 in a cylinder 37 that guides it. This is connected to the suction chamber 4 and via a discharge line 40 leading laterally to the cylinder 37, the opening of which is controlled by the end face 39 of the piston 36, with a relief chamber, for. B. the reservoir 33 connectable.
  • a throttle connection 41 continues from the end face 39 through the piston 36 to a spring space 42 which is enclosed on the other side by the piston 37 in the cylinder 37 and in which a return spring 43 which acts on the piston is arranged.
  • the spring chamber 42 can also be connected to the relief chamber 33 via a second relief line 44, regardless of the position of the piston.
  • the injection quantity is controlled by the controller 17, which is formed in a known manner as a control lever arrangement consisting of a tensioning lever 48 and a starting lever 49.
  • the tensioning lever is designed as a one-armed lever which rotates about the same, optionally adjustable axis 50 on which the two-armed starting lever is also mounted.
  • One arm of the start lever is coupled to the ring slide 16 while the other arm of the start lever carries a start spring 51 which lies between the tension lever 48 and the start lever 49 and, after their compression, the start lever comes to rest against a stop 52 of the tension lever.
  • a regulating spring 55 is attached to the tensioning lever via an intermediate spring 54 and is attached to a lever arm 56 at its other end.
  • the controller works as follows: at the start, the start lever 49 is held by the start spring 51 on the adjusting sleeve 59 which is in the starting position. The starting spring spreads the starting lever from the tensioning lever 48. The ring slide 16 is brought into its highest position, so that the pump piston is almost. can perform its entire stroke before the transverse bore 15 is opened by the ring slide 16. This corresponds to the maximum fuel injection quantity. With increasing speed, the speed sensor moves the start lever towards the tensioning lever until it comes to rest against the stop 52. The effect of the idle control spring comes into play in the intermediate area. In the partial load range, the position of the adjusting lever 58 or the force exerted by the control spring 55 on the tensioning lever determines the fuel injection quantity.
  • the tension lever is adjusted together with the start lever by the speed sensor against the force of the control spring 55.
  • the fuel quantity is thus regulated in such a way that the set maximum speed is not exceeded.
  • the intermediate spring 54 can come into effect for adjustment.
  • the second relief line 44 is passed in a first branch 44a via a valve 65 and in a second branch 44b via a pressure holding valve 66 which opens to the relief side after the pressure set thereon has been exceeded.
  • the valve 65 is mechanically coupled to the lever 63 via a linkage 67 and can be actuated at the same time or with a delay.
  • the linkage can be actuated by hand or by a temperature-controlled control element or by an control element that is controlled by a control device that detects various operating parameters of the internal combustion engine.
  • the valve 65 closes when the relief line part 44a is actuated and at the same time or delays the pretension the idle spring 61 increased. This has the effect that the amount flowing off through the throttle 41 introduced into the piston 36 builds up a pressure in the spring chamber 42 of the pressure control valve now serving as the control pressure chamber, which pressure is determined by the opening pressure of the pressure-maintaining valve 66. This back pressure causes a simultaneous increase in the pressure in the suction chamber 4 and thus a displacement of the spray adjuster piston in the "early" direction. This pressure increase causes a spray adjuster progression according to curve II as shown in Figure 2. It can be seen from this diagram that an adjustment of the spray adjuster is already takes place at a much lower speed than in normal operation, in which the valve 65 is open.
  • Curve II also shows that, by skillfully designing the control point 46 on the piston 36, the injection adjuster path can be bent over the speed. that there is only a slight increase in pressure in the suction chamber 4 due to the amount flowing off via the relief line 40 and 45, until a spray adjustment curve according to the curve for normal operation is achieved.
  • the control point 46 with the relief line 45 assumes a safety function if the valve 65 despite the warm engine not open et, otherwise the motor will be thermally overloaded.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)

Description

Stand der TechnikState of the art

Die Erfindung geht von einer Kraftstoffeinspritzpumpe nach der Gattung des Hauptanspruchs aus. Bei einer bekannten Kraftstoffeinspritzpumpe dieser Art erfolgt die Steuerung des im Sinne einer Rückstellung die bewegliche Wand belastenden Drucks mit Hilfe eines Druckbegrenzungsventils einerseits und mit Hilfe eines elektromagnetisch betätigten Schaltventils andererseits. Das elektrischmagnetisch betätigte Schaltventil wird dabei von einer Steuereinrichtung in Abhängigkeit von mehreren Betriebsparametem derart gesteuert, daß es beim Kaltstart und in der Warmlaufphase geschlossen ist. Das ermöglicht, daß der Druck im Steuerdruckraum unmittelbar nach Betriebsbeginn der Kraftstoffeinspritzpumpe sehr rasch ansteigen kann, dabei durch die bewegliche Wand die Abflußöffnung verschlossen wird und der Druck auf der Druckseite des Drucksteuerventils bzw. im Arbeitsraum der Spritzverstelleinrichtung schnell hohe Werte im Sinne einer Frühverstellung des Kraftstoffeinspritzpunktes annimmt. Der sich auf der Druckseite der Kraftstofförderpumpe bzw. im Arbeitsraum der Spritzverstelleinrichtung einstellende Druck wird begrenzt durch den Aufsteuerpunkt des Druckbegrenzungsventils, so daß ab einer bestimmten Drehzahl der Kraftstoffeinspritzpumpe der Druck im Arbeitsraum nicht weiter erhöht wird. Mit einer solchen Ausgestaltung wird an sich das Warmlaufverhalten der Brennkraftmaschine verbessert, doch ist die Vorverstellung des Spritzzeitpunktes allein oft nicht ausreichend, einen runden Lauf der Brennkraftmaschine gleich unmittelbar nach dem Start zu erzeugen. Insbesondere sind die Leistungsverluste der Brennkraftmaschine im kalten Zustand wegen erhöhter Reibung so groß, daß sie bei gegebener Einspritzmenge die Leerlaufdrehzahl erheblich herabsetzen würden. Im einzelnen wurden deshalb auch die Vorschläge gemacht, entweder die Kraftstoffeinspritzmenge in der Warmlaufphase oder die Leerlaufdrehzahl in der Warmlaufphase durch geeignete Mittel zu erhöhen.The invention is based on a fuel injection pump according to the preamble of the main claim. In a known fuel injection pump of this type, the pressure which loads the movable wall in the sense of a reset is controlled with the aid of a pressure limiting valve on the one hand and with the aid of an electromagnetically actuated switching valve on the other hand. The solenoid-operated switching valve is controlled by a control device as a function of several operating parameters such that it is closed during a cold start and in the warm-up phase. This enables the pressure in the control pressure chamber to rise very quickly immediately after the fuel injection pump starts operating, the drainage opening being closed by the movable wall and the pressure on the pressure side of the pressure control valve or in the working space of the spray adjustment device rapidly becoming high in terms of early adjustment of the fuel injection point assumes. The pressure arising on the pressure side of the fuel delivery pump or in the working space of the spray adjustment device is limited by the opening point of the pressure limiting valve, so that the pressure in the working space is not increased further from a certain speed of the fuel injection pump. With such a configuration, the warm-up behavior of the internal combustion engine is improved per se, but the advance adjustment of the injection timing alone is often not sufficient to produce a smooth running of the internal combustion engine immediately after starting. In particular, the power losses of the internal combustion engine in the cold state are so great due to increased friction that they would significantly reduce the idle speed for a given injection quantity. In detail, therefore, the proposals were made to increase either the fuel injection quantity in the warm-up phase or the idling speed in the warm-up phase by suitable means.

Durch die DE-OS 28 44 910 ist es bekannt, durch eine thermostatisch betätigte mechanische Einrichtung zugleich den- Spritzzeitpunkt als auch die Leerlaufdrehzahl zu erhöhen. Dabei wird durch ein thermostatisches Element über ein geeignetes Kupplungsgestänge einmal ein den Spritzzeitpunkt bestimmendes mechanisches Glied verstellt und zugleich der Leerlaufanschlag an dem leistungsbestimmenden Verstellhebel der Kraftstoffeinspritzpumpe verändert. Dieser Verstellhebel ist mit einem Verstellglied für die Vorspannung der Hauptregelfeder verbunden, die auf einen Reglerhebel wirkt, der einerseits von einer drehzahlabhängigen Kraft beaufschlagt wird und andererseits ein Mengenverstellorgan der Kraftstoffeinspritzpumpe betätigt. Diese Einrichtung hat den Nachteil, daß die Spritzbeginnverstellung mechanisch erfolgt und die Einstellung auf einen bestimmten Verstellwinkel festgelegt ist. Es sind ferner aufwendige mechanische Maßnahmen zu treffen, um diese Verstellung zu bewirken. Dazu muß in aufwendiger Weise im Pumpengehäuse eine Eingriffsöffnung vorgesehen werden, die die Führung des den Antrieb des Pumpenkolbens der Brennkraftmaschine bewirkenden Nockenelements oder Rollenringelements unterbricht. Ferner benötigt das Rollenringelement oder Nockenringelement eine Ausnehmung, in der das mechanische Verstellelement eingreifen kann. Dies führt allgemein neben dem fertigungstechnischen Aufwand zu einer Schwächung der mechanischen Festigkeit der Teile und zu einer Verschlechterung der Lagerung dieser Teile.From DE-OS 28 44 910 it is known to simultaneously increase the injection timing and the idling speed by means of a thermostatically operated mechanical device. A thermostatic element is used to adjust a mechanical link that determines the timing of injection via a suitable coupling linkage, and at the same time the idling stop on the power-adjusting lever of the fuel injection pump is changed. This adjusting lever is connected to an adjusting element for the pretensioning of the main regulating spring, which acts on a regulating lever which is acted upon on the one hand by a speed-dependent force and on the other hand actuates a quantity adjusting member of the fuel injection pump. This device has the disadvantage that the spray start adjustment is carried out mechanically and the setting is fixed to a certain adjustment angle. Elaborate mechanical measures must also be taken to bring about this adjustment. For this purpose, an engagement opening must be provided in the pump housing, which interrupts the guidance of the cam element or roller ring element which drives the pump piston of the internal combustion engine. Furthermore, the roller ring element or cam ring element requires a recess in which the mechanical adjustment element can engage. This generally leads to a weakening of the mechanical strength of the parts and to a deterioration in the storage of these parts, in addition to the manufacturing outlay.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Kraftstoffeinspritzpumpe mit den kennzeichnenden Merkmalen des Hauptanspruchs hat demgegenüber den Vorteil, daß auf einfache Weise die Spritzverstellung auf dem hydraulischen Wege vorgenommen wird, ohne daß dabei wesentliche mechanische Eingriffe in die Antriebsmechanik der Kraftstoffeinspritzpumpe notwendig sind und daß zugleich ein Mittel gegeben wird, in einfacher Weise die Leerlaufdrehzahl zur Erzeugung eines guten Leerlaufverhaltens in der Warmlaufphase zu erhöhen.The fuel injection pump according to the invention with the characterizing features of the main claim has the advantage that the spray adjustment is carried out in a simple manner by hydraulic means, without essential mechanical interventions in the drive mechanism of the fuel injection pump are necessary and at the same time a means is given in a simple manner Way to increase the idle speed to produce good idle behavior in the warm-up phase.

Durch die im Anspruch 4 angegebene Maßnahme ist eine vorteilhafte Weiterbildung und Verbesserung der im Hauptanspruch angegebenen Lösung gekennzeichnet. Diese hat den Vorteil, daß die mit Hilfe der geänderten Vorspannung der Leerlauffeder hervorzurufende Leerlaufdrehzahlsteigerung mit nur geringen Kräften durchführbar ist. Im Gegensatz zu bekannten Lösung, bei denen der Leerlaufanschlag des die Einspritzmenge steuernden Verstellhebels verstellt wird, sind die zu überwindenden Kräfte hier nur gering. Bei der bekannten Lösung wirken einmal die Kräfte einer Rückstellfeder für den Verstellhebel und zum anderen wirkt die Reibung des unter Umständen sehr aufwendigen Gestänges zwischen Gaspedal und Verstellhebel. Bei der Lösung gemäß dem Anspruch 4 ist dagegen nur die Vorspannkraft der Leerlaufregelfeder und geringere Kräfte der einfachen Übertragung wirksam, so daß die Verstellung der Vorspannung der Leerlauffeder in einzelnen Fällen nicht gesondert gesichert werden braucht, da die Selbsthemmung reicht, die herbeigeführte Verstellung einzuhalten. Entsprechend gering sind auch die von einem in Abhängigkeit von Betriebsparametem gesteuerten Stellglied aufzubringenden Kräfte.The measure specified in claim 4 characterizes an advantageous further development and improvement of the solution specified in the main claim. This has the advantage that the idle speed increase to be brought about with the aid of the modified preload of the idle spring can be carried out with only slight forces. In contrast to the known solution, in which the idle stop of the adjusting lever controlling the injection quantity is adjusted, the forces to be overcome are only slight here. In the known solution, the forces of a return spring act on the adjusting lever and, on the other hand, the friction of the linkage between the accelerator pedal and the adjusting lever, which may be very complex, acts. In the solution according to claim 4, however, only the biasing force of the idle control spring and lower forces of the simple transmission is effective, so that the adjustment of the bias of the idle spring need not be secured separately in individual cases, since the self-locking is sufficient to adhere to the adjustment made. The forces to be exerted by an actuator controlled as a function of the operating parameters are correspondingly low.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 ein erstes Ausführungsbeispiel und Figur 2 eine grafische Darstellung des mit der erfindungsgemäßen Einrichtung über der Drehzahl erreichten Verstellweges der Spritzbeginnsteuereinrichtung.An embodiment of the invention is shown in the drawing and is explained in more detail in the following description. FIG. 1 shows a first exemplary embodiment and FIG 2 shows a graphical representation of the adjustment path of the injection start control device achieved with the device according to the invention over the speed.

Beschreibung des AusführungsbeispielsDescription of the embodiment

In einem Gehäuse 1 einer Kraftstoffeinspritzpumpe arbeitet in einer Zylinderbohrung 2 ein Pumpenkolben 3, der an seinem in einem kraftstoffgefüllten Saugraum 4 im Gehäuse 1 der Kraftstoffeinspritzpumpe ragenden Ende durch eine sich am Gehäuse abstützende Feder 5 auf einer Stimnockenscheibe 6 gehalten wird. Die Stimnockenscheibe wird von einer Antriebswelle 8 über eine Kupplung 9 in drehende Bewegung versetzt und läuft dabei über Rollen 10 eines Rollenrings 11 ab, wodurch der Pumpenkolben in eine hin- und hergehende, pumpende und zugleich rotierende Bewegung versetzt wird.In a housing 1 of a fuel injection pump, a pump piston 3 operates in a cylinder bore 2, which is held on a stimulating cam disk 6 at its end which projects in a fuel-filled suction chamber 4 in the housing 1 of the fuel injection pump by a spring 5 which is supported on the housing. The stimulating cam disk is set in rotary motion by a drive shaft 8 via a clutch 9 and runs over rollers 10 of a roller ring 11, as a result of which the pump piston is set in a reciprocating, pumping and at the same time rotating motion.

In der Zylinderbohrung 2 schließt der Pumpenkolben stimseitig einen Arbeitsraum 12 ein, der über eine stimseitig von dem Pumpenkolben ausgehende Längsbohrung 14 und eine sich im Bereich des ständig in den Saugraum tauchenden Teils des Pumpenkolben befindende Querbohrung 15 mit dem Pumpensaugraum verbindbar ist. Die Öffnung der Querbohrung 15 in den Saugraum wird durch einen Ringschieber 16 gesteuert, dessen Axialstellung durch einen Regler 17 eingestellt wird. Weiterhin besitzt der Pumpenkolben Saugnuten 18, die bei seiner Drehung im Wechsel mit Saugbohrungen 19 in Verbindung kommen und der Füllung des Pumpenarbeitsraumes mit Kraftstoff dienen. Von der Längsbohrung 14 geht weiterhin eine Verbindung zu einer Verteilemut 21 an der Mantelfläche des Pumpenkolbens aus. Die Verteilemut wird bei der Verdrehung des Pumpenkolbens während seines Förderhubs jeweils nacheinander mit einer von mehreren von der Zylinderbohrung 2 abgehenden Einspritzleitungen 22 in Verbindung gebracht. Diese führen über ein Rückschlagventil 23, gegebenenfalls als Entlastungsventil ausgebildet, zu einem Einspritzventil 24 an der Brennkraftmaschine.In the cylinder bore 2, the pump piston includes a working space 12 on the end side, which can be connected to the pump suction chamber via a longitudinal bore 14 extending from the end side of the pump piston and a transverse bore 15 located in the region of the part of the pump piston constantly immersed in the suction chamber. The opening of the transverse bore 15 in the suction chamber is controlled by a ring slide 16, the axial position of which is set by a controller 17. Furthermore, the pump piston has suction grooves 18 which alternately come into contact with suction bores 19 during its rotation and serve to fill the pump work space with fuel. A connection to a distribution groove 21 on the outer surface of the pump piston continues from the longitudinal bore 14. As the pump piston rotates during its delivery stroke, the distribution pattern is successively connected to one of several injection lines 22 extending from the cylinder bore 2. These lead via a check valve 23, optionally designed as a relief valve, to an injection valve 24 on the internal combustion engine.

Der Moment, bei dem der Förderhub des Pumpenkolbens beginnt, hängt von der relativen Stellung des Rollenrings 11 ab, der drehbar im Gehäuse 1 gelagert ist und durch einen Spritzverstellerkolben 25 verstellbar ist. Auf diese Weise wird der Hubbeginn der Stimnockenscheibe 6 bezogen auf einen bestimmten Drehwinkel der Antriebswelle 8 verstellt. Der Spritzverstellerkolben ist mit dem Nockenring 11 über einen Bolzen 26 gekoppelt und in einem Zylinder 27 verschiebbar. Auf der einen Seite des geschlossenen Zylinders schließt der Spritzverstellerkolben einen Arbeitsraum 28 ein, der über eine Drossel 29 mit dem Saugraum 4 verbunden ist. Zum besseren Verständnis ist in der Figur 1 der Spritzverstellerkolben mit Arbeitsraum 28 nochmals gesondert in einer Prinzipskizze herausgezeichnet worden. Aus diesem Teil der Zeichnung ergeben sich auch die Verläufe der hydraulischen Leitungen, die nachfolgend noch beschrieben werden.The moment at which the delivery stroke of the pump piston begins depends on the relative position of the roller ring 11, which is rotatably mounted in the housing 1 and is adjustable by means of an injection adjuster piston 25. In this way, the start of the stroke of the stimulus cam 6 is adjusted in relation to a specific angle of rotation of the drive shaft 8. The injection adjuster piston is coupled to the cam ring 11 via a bolt 26 and is displaceable in a cylinder 27. On one side of the closed cylinder, the injection adjuster piston includes a working chamber 28, which is connected to the suction chamber 4 via a throttle 29. For better understanding, the injection adjuster piston with working space 28 has been drawn out again separately in a schematic diagram. This part of the drawing also shows the courses of the hydraulic lines, which will be described below.

Auf der anderen Seite des Spritzverstellerkolbens greift eine Rückstellfeder 30 an, gegen die der Spritzverstellerkolben bei ansteigendem Druck im Saugraum verschoben wird.On the other side of the injection adjuster piston, a return spring 30 engages, against which the injection adjuster piston is moved as the pressure in the suction chamber rises.

Der Saugraum 4 wird durch eine Förderpumpe 32, die ebenfalls von der Antriebswelle 8 angetrieben wird, mit Kraftstoff aus einem Kraftstoffvorratsbehälter 33 versorgt. Zur Erzielung eines drehzahlabhängigen Kraftstoffdrucks im Saugraum 4 und damit einer drehzahlabhängigen Verstellung des Nockenrings ist ein Drucksteuerventil 35 vorgesehen, das aus einer beweglichen Wand, hier einem Kolben 36 besteht, dessen Stirnseite 39 in einem ihn führenden Zylinder 37 einen Arbeitsraum 38 einschließt. Dieser ist mit dem Saugraum 4 verbunden und über eine seitlich am Zylinder 37 abführende Entlastungsleitung 40, deren Öffnung durch die Stirnseite 39 des Kolbens 36 kontrolliert wird, mit einem Entlastungsraum, z. B. dem Vorratsbehälter 33 verbindbar. Von der Stirnseite 39 geht weiterhin eine Drosselverbindung 41 durch den Kolben 36 zu einem auf der anderen Seite von diesem im Zylinder 37 eingeschlossenen Federraum 42, in der eine den Kolben beaufschlagende Rückstellfeder 43 angeordnet ist. Der Federraum 42 ist ebenfalls über eine zweite Entlastungsleitung 44 mit dem Entlastungsraum 33 unabhängig von der Stellung des Kolbens verbindbar. Es geht weiterhin von dem Zylinder 37 eine dritte Entlastungsleitung 45 ab, die vor vollständigem Öffnen der ersten Entlastungsleitung 40 über eine Steuerfläche 46 am Kolben 36 mit dem Federraum 42 verbindbar ist.The suction chamber 4 is supplied with fuel from a fuel reservoir 33 by a feed pump 32, which is also driven by the drive shaft 8. In order to achieve a speed-dependent fuel pressure in the suction chamber 4 and thus a speed-dependent adjustment of the cam ring, a pressure control valve 35 is provided, which consists of a movable wall, here a piston 36, the end face 39 of which encloses a working chamber 38 in a cylinder 37 that guides it. This is connected to the suction chamber 4 and via a discharge line 40 leading laterally to the cylinder 37, the opening of which is controlled by the end face 39 of the piston 36, with a relief chamber, for. B. the reservoir 33 connectable. A throttle connection 41 continues from the end face 39 through the piston 36 to a spring space 42 which is enclosed on the other side by the piston 37 in the cylinder 37 and in which a return spring 43 which acts on the piston is arranged. The spring chamber 42 can also be connected to the relief chamber 33 via a second relief line 44, regardless of the position of the piston. There is also a third relief line 45 from the cylinder 37, which can be connected to the spring chamber 42 via a control surface 46 on the piston 36 before the first relief line 40 is completely opened.

Mit Hilfe der pumpensynchronangetriebenen Förderpumpe 32 und dem Drucksteuerventil 35 wird im Pumpensaugraum ein drehzahlabhängig ansteigender Druck erzeugt, der eine drehzahlabhängige Verstellung des Spritzverstellerkolbens und damit eine Verstellung des Rollenrings bewirkt.With the help of the pump synchronously driven feed pump 32 and the pressure control valve 35, a pressure-dependent increasing pressure is generated in the pump suction chamber, which causes a speed-dependent adjustment of the injection adjuster piston and thus an adjustment of the roller ring.

Die Einspritzmengensteuerung erfolgt über den Regler 17, der in bekannter Weise ene Reglerhebelanordnung bestehend aus einem Spannhebel 48 und einem Starthebel 49 gebildet wird. Der Spannhebel ist als einarmiger Hebel ausgeführt, der sich um dieselbe, gegebenenfalls einstellbare Achse 50 dreht, an der auch der zweiarmig ausgebildete Starthebel gelagert ist. Der eine Arm des Starthebels ist mit dem Ringschieber 16 gekoppelt während der andere Arm des Starthebels eine Startfeder 51 trägt, die zwischen Spannhebel 48 und Starthebel 49 liegt und nach deren Zusammenpressung der Starthebel zur Anlage an einen Anschlag 52 des Spannhebels gelangt. Am Spannhebel ist über eine Zwischenfeder 54 eine Regelfeder 55. angehängt, die an ihrem anderen Ende an einem Hebelarm 56 befestigt ist. Dieser sitzt auf einer Welle 57, die durch die Wand des Gehäuses 1 geführt ist und von außerhalb durch einen Verstellhebel 58 verdrehbar ist. Mit diesem wird die Vorspannung der Regelfeder 55 und Zwischenfeder 54 verändert. Falls die Regelfeder als vorgespannte Feder ausgeführt ist, verstellt der Verstellhebel 58 direkt den Spannhebel, wobei die Abregelung nach Überwindung der Vorspannung der vorgespannten Feder 55 erfolgt. Auf den Starthebel kommt eine Verstellmuffe 59 eines Drehzahlgebers 60 zur Anlage, der mit steigender Drehzahl die Abregelung der Einspritzmenge bewirkt. Der Drehzahlgeber wird synchron zur Kraftstoffeinspritzpumpe angetrieben. Weiterhin greift am Ende des Starthebels das eine Ende einer Leerlaufregelfeder 61 an, deren anderes Ende an einem Hebelarm 62 befestigt ist. Dieser sitzt, ähnlich wie der Hebelarm 56, auf einer durch das Gehäuse 1 nach außen geführten Welle, an dessen anderem Ende ein Betätigungshebel 63 sitzt Über diesen kann die Vorspannung der Leerlaufregelfeder eingestellt werden.The injection quantity is controlled by the controller 17, which is formed in a known manner as a control lever arrangement consisting of a tensioning lever 48 and a starting lever 49. The tensioning lever is designed as a one-armed lever which rotates about the same, optionally adjustable axis 50 on which the two-armed starting lever is also mounted. One arm of the start lever is coupled to the ring slide 16 while the other arm of the start lever carries a start spring 51 which lies between the tension lever 48 and the start lever 49 and, after their compression, the start lever comes to rest against a stop 52 of the tension lever. A regulating spring 55 is attached to the tensioning lever via an intermediate spring 54 and is attached to a lever arm 56 at its other end. This sits on a shaft 57 which is guided through the wall of the housing 1 and can be rotated from the outside by an adjusting lever 58. With this, the bias of the control spring 55 and intermediate spring 54 is changed. If the control spring is designed as a prestressed spring, the adjusting lever 58 directly adjusts the tensioning lever, whereby the curtailment takes place after overcoming the pretension of the prestressed spring 55. An adjusting sleeve 59 of a speed sensor 60 comes to rest on the start lever, which causes the injection quantity to be regulated as the speed increases. The speed sensor is driven synchronously with the fuel injection pump. Furthermore, one end of an idle control spring 61 acts on the end of the start lever, the other end of which is attached to a lever arm 62. Similar to the lever arm 56, this sits on a shaft which is guided through the housing 1 to the outside and at the other end of which an actuating lever 63 is seated.

Der Regler arbeitet folgendermaßen : Beim Start wird der Starthebel 49 durch die Startfeder 51 auf der sich in Ausgangsstellung befindlichen Verstellmuffe 59 gehalten. Dabei spreizt die Startfeder den Starthebel von dem Spannhebel 48 ab. Dabei wird der Ringschieber 16 in seine höchste Stellung gebracht, so daß der Pumpenkolben nahezu. seinen gesamten Hub ausführen kann, bevor die Querbohrung 15 durch den Ringschieber 16 aufgesteuert wird. Dies entspricht der maximalen Kraftstoffeinspritzmenge. Mit zunehmender Drehzahl verstellt der Drehzahlgeber den Starthebel zum Spannhebel hin, bis dieser zur Anlage an den Anschlag 52 kommt. In dem Zwischenbereich kommt die Wirkung der Leerlaufregelfeder zum Tragen. Im Teillastbereich bestimmt die Stellung des Verstellhebels 58 bzw. die von der Regelfeder 55 auf den Spannhebel ausgeübte Kraft die Kraftstoffeinspritzmenge. Überschreitet die Drehzahl die zulässig eingestellte Drehzahl, so wird der Spannhebel zusammen mit dem Starthebel vom Drehzahlgeber entgegen der Kraft der Regelfeder 55 verstellt. Damit wird die Kraftstoffmenge abgeregelt derart, daß die eingestellte Höchstdrehzahl nicht überschritten wird. Im Zwischenbereich kann zur Angleichung die Zwischenfeder 54 zur Wirkung kommen.The controller works as follows: at the start, the start lever 49 is held by the start spring 51 on the adjusting sleeve 59 which is in the starting position. The starting spring spreads the starting lever from the tensioning lever 48. The ring slide 16 is brought into its highest position, so that the pump piston is almost. can perform its entire stroke before the transverse bore 15 is opened by the ring slide 16. This corresponds to the maximum fuel injection quantity. With increasing speed, the speed sensor moves the start lever towards the tensioning lever until it comes to rest against the stop 52. The effect of the idle control spring comes into play in the intermediate area. In the partial load range, the position of the adjusting lever 58 or the force exerted by the control spring 55 on the tensioning lever determines the fuel injection quantity. If the speed exceeds the permissible set speed, the tension lever is adjusted together with the start lever by the speed sensor against the force of the control spring 55. The fuel quantity is thus regulated in such a way that the set maximum speed is not exceeded. In the intermediate area, the intermediate spring 54 can come into effect for adjustment.

Um beim Kaltstart und in der Warmlaufphase den Einspritzzeitpunkt den Bedingungen der Brennkraftmaschine anzupassen, ist es notwendig, von der reinen drehzahlabhängigen Steuerung des Spritzbeginns abzuweichen. Zu diesem Zweck wird die zweite Entlastungsleitung 44 in einem ersten Zweig 44a über ein Ventil 65 geleitet und in einem zweiten Zweig 44b über ein Druckhalteventil 66 geleitet, das sich zur Entlastungsseite nach Überschreiten des an diesem eingestellten Drucks öffnet. Das Ventil 65 ist mechanisch über ein Gestänge 67 mit dem Hebel 63 gekoppelt und zugleich oder verzögert mit diesem betätigbar. Die Betätigung des Gestänges kann dabei von Hand oder von einem temperaturgesteuerten Stellelement oder von einem Stellelement erfolgen, das von einer Steuereinrichtung angesteuert wird, welche verschiedene Betriebsparameter der Brennkraftmaschine erfaßt Mit dem Ventil 65 wird bei der Betätigung der Entlastungsleitungsteil 44a geschlossen und zugleich oder verzögert die Vorspannung der Leerlauffeder 61 erhöht. Dies bewirkt, daß die durch die im Kolben 36 eingebrachte Drossel 41 abfließende Menge in dem jetzt als Steuerdruckraum dienenden Federraum 42 des Drucksteuerventils einen Druck aufbaut, der durch den Öffnungsdruck des Druckhalteventils 66 bestimmt wird. Dieser Gegendruck bewirkt eine gleichzeitige Erhöhung des Drucks im Saugraum 4 und damit eine Verschiebung des Spritzverstellerkolbens in Richtung « früh". Dieser Druckanstieg bewirkt einen Spritzverstellerverlauf gemäß Kurve II wie in Figur 2 dargestellt. Man sieht aus diesem Schaubild, daß eine Verstellung .des Spritzverstellers schon bei einer wesentlich niedrigeren Drehzahl erfolgt als beim Normalbetrieb, bei dem das Ventil 65 geöffnet ist. Der Kurve II entnimmt man femer, daß man durch geschickte Gestaltung der Steuerstelle 46 am Kolben 36 einen geknickten Verlauf des Spritzverstellerstellwegs über der Drehzahl erreichen kann. Das bedeutet, daß durch die über die Entlastungsleitung 40 und 45 abfließende Menge nur noch ein geringer Druckanstieg im Saugraum 4 erfolgt, bis ein Spritzverstellverlauf gemäß Kurve für Normalbetrieb erreicht ist. Die Steuerstelle 46 mit der Entlastungsleitung 45 übernimmt dabei eine Sicherheitsfunktion, falls trotz warmen Motors das Ventil 65 nicht geöffnet wird, da sonst eine thermische Überlastung des Motors erfolgt.In order to adapt the injection timing to the conditions of the internal combustion engine during the cold start and in the warm-up phase, it is necessary to deviate from the pure speed-dependent control of the start of injection. For this purpose, the second relief line 44 is passed in a first branch 44a via a valve 65 and in a second branch 44b via a pressure holding valve 66 which opens to the relief side after the pressure set thereon has been exceeded. The valve 65 is mechanically coupled to the lever 63 via a linkage 67 and can be actuated at the same time or with a delay. The linkage can be actuated by hand or by a temperature-controlled control element or by an control element that is controlled by a control device that detects various operating parameters of the internal combustion engine. The valve 65 closes when the relief line part 44a is actuated and at the same time or delays the pretension the idle spring 61 increased. This has the effect that the amount flowing off through the throttle 41 introduced into the piston 36 builds up a pressure in the spring chamber 42 of the pressure control valve now serving as the control pressure chamber, which pressure is determined by the opening pressure of the pressure-maintaining valve 66. This back pressure causes a simultaneous increase in the pressure in the suction chamber 4 and thus a displacement of the spray adjuster piston in the "early" direction. This pressure increase causes a spray adjuster progression according to curve II as shown in Figure 2. It can be seen from this diagram that an adjustment of the spray adjuster is already takes place at a much lower speed than in normal operation, in which the valve 65 is open. Curve II also shows that, by skillfully designing the control point 46 on the piston 36, the injection adjuster path can be bent over the speed. that there is only a slight increase in pressure in the suction chamber 4 due to the amount flowing off via the relief line 40 and 45, until a spray adjustment curve according to the curve for normal operation is achieved. The control point 46 with the relief line 45 assumes a safety function if the valve 65 despite the warm engine not open et, otherwise the motor will be thermally overloaded.

Claims (5)

1. Fuel injection pump for intemal-combustion engines, with a rate-adjusting element (16), which can be adjusted by means of an adjusting lever (58) via a main control spring (55), and with a fuel delivery pump (32), which is driven synchronously to the fuel injection pump and the pressure side of which is connected to a working space (28) ahead of a final control element (25), serving for injection timing, and furthermore to the working space (38) ahead of a movable wall (36) of a pressure control valve (35), which controls with the movable wall, which is impinged by a restoring force against the pressure to be regulated, an outflow opening to a relief line (40) and sets on the pressure side an essentially speed-dependent pressure, and with a pressure control space (42), which is limited by the movable wall on the other side and is connected via a restricting connection (41) to the pressure side of the delivery pumpe (32) and via a second relief line (44) to a relief space (33), and with a pressure limiting valve (66), which is arranged in the second relief line (44b) and in parallel with which there lies a valve (65) in a branch (44a) of the second relief line (44), characterized in that the valve (65) is mechanically coupled to an adjustable part (62), to which an idling spring (61) is fixed, which acts on the other side against a controller lever (48, 49) of the fuel injection pump, which lever serves for the adjustment of the rate-adjusting element (16), and by which part the prestress of the idling spring (61) is increase when the valve (65) is in the closed position.
2. Fuel injection pump according to Claim 1, characterized in that the valve (65) can be adjusted in dependence on a temperature influencing the running behaviour of the intemal-combustion engine.
3. Fuel injection pump according to Claim 2, characterized in that the valve (65) is actuated by a temperature-controlled adjusting element.
4. Fuel injection pump according to Claim 1, characterized in that the prestress of the idling spring (61) can be altered independently of the setting of the main control spring (55) of the fuel injection pump.
5. Fuel injection pump according to Claim 4, characterized in that the idling spring (61) acts on a controller lever (49), which is designed as a starting lever, is coupled to the rate-adjusting element (16), can be actuated by a speed-dependent force and can be brought by the latter against the force of a starting spring (51) into contact with a second control lever, designed as a tension lever (48), between which and the starting lever the starting spring (51) is fixed, and which is acted upon at its end by the control spring (55, 54) against the working direction of the speed-dependent force.
EP85104654A 1984-05-18 1985-04-17 Fuel injection pump for internal combustion engines Expired EP0162287B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3418437 1984-05-18
DE19843418437 DE3418437A1 (en) 1984-05-18 1984-05-18 FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES

Publications (3)

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EP0162287A2 EP0162287A2 (en) 1985-11-27
EP0162287A3 EP0162287A3 (en) 1987-09-09
EP0162287B1 true EP0162287B1 (en) 1989-08-30

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ID=6236173

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EP85104654A Expired EP0162287B1 (en) 1984-05-18 1985-04-17 Fuel injection pump for internal combustion engines

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US (1) US4622943A (en)
EP (1) EP0162287B1 (en)
JP (1) JPS60259762A (en)
DE (2) DE3418437A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3632540A1 (en) * 1986-09-25 1988-03-31 Bosch Gmbh Robert FUEL INJECTION PUMP FOR A DIESEL INTERNAL COMBUSTION ENGINE IN A MOTOR VEHICLE
DE3632539C2 (en) * 1986-09-25 1995-12-14 Bosch Gmbh Robert Fuel injection pump for motor vehicle internal combustion engines
DE3813880A1 (en) * 1988-04-25 1989-11-02 Bosch Gmbh Robert FUEL INJECTION PUMP
DE3822257A1 (en) * 1988-07-01 1990-01-04 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3827206A1 (en) * 1988-08-11 1990-02-15 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
JP2843614B2 (en) * 1989-09-29 1999-01-06 ヤマハ発動機株式会社 Two-cycle diesel engine
DE4117813A1 (en) * 1991-05-31 1992-12-03 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE4333778A1 (en) * 1993-10-04 1995-04-06 Bosch Gmbh Robert Speed controller for fuel injection pumps of internal combustion engines
GB9905339D0 (en) * 1999-03-10 1999-04-28 Lucas Ind Plc Fuel injector pump advance arrangement

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2648043C2 (en) * 1976-10-23 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart Fuel injection pump for internal combustion engines
DE2844910A1 (en) * 1978-10-14 1980-04-30 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE2909559A1 (en) * 1979-03-10 1980-09-11 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE2909456A1 (en) * 1979-03-10 1980-09-18 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
US4457284A (en) * 1979-06-07 1984-07-03 Stanadyne, Inc. Cold temperature advance mechanism
JPS6131157Y2 (en) * 1981-03-12 1986-09-10
DE3138607A1 (en) * 1981-09-29 1983-04-14 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3148214A1 (en) * 1981-12-05 1983-06-09 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES

Also Published As

Publication number Publication date
DE3572713D1 (en) 1989-10-05
JPH0476028B2 (en) 1992-12-02
JPS60259762A (en) 1985-12-21
EP0162287A2 (en) 1985-11-27
DE3418437A1 (en) 1985-11-21
EP0162287A3 (en) 1987-09-09
US4622943A (en) 1986-11-18

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